Opposed-piston internal-combustion engine



Aug. 6, 1929. KELLY 1,723,865

OPPOSED PISTON INTERNAL COMBUSTION ENGINE Filed May 1927 2 Sheets-Shem 1 AugQG, 1929. T. D. KELLY 1,723,865

OPPOSED PISTON INTERNAL COMBUSTION ENGINE Filed May 5, 1927 2 Sheets-Sheet 2 Patented Aug. 6, 1929.

UNITED srArEs PATENT OFFICE.

THOMAS DANIEL KELLY, OF LONDON, ENGLAND.

OPPOSED-PISTON INTERNAL-COMBUSTION ENGINE.

Application filed May 5, 1927, Serial. No. 189,112, and in Great Britain June 18 1926.

This invention relates to improvements in opposed piston internal combustion engines of the two or four stroke type and of that classin which the opposed pistons are made with one or both of the pistons of double diameter, explosion andexpansion taking place in the usual way between the smaller diameters driving them apart; but according to this invention a separate explosion and expansion also takes place on the top of one or both of the larger diameters.

The double diameter pistons can be concentric or eccentric with the smaller diameters and the engine can be vertical, horizontal, radial, revolving cylinders or V type.

Any type of fuel can be used and the engine lends itself to any arrangement of valves, fuel injection or ignition apparatus now in use.

On the annexed drawings I illustrate in diagrammatic form several exon'iplifications of constructions embodying my invention and suiiicient to enable same to be more thoroughly understood, and in which Figure 1 is a view in vertical sect1on of the preferred form of the present invention, while Figures 2, 3 and 4 are similar views of modifications thereof.

According to Figure 1, sectional elevation, I employ a cylinder of two diameters A, B and in the smaller diameter A from one end I position a single piston C whilst from the other end of the smaller diameter A and the larger diameter B I position a two diameter piston D, E, the portion E being concentric with the portion D.

The piston C is connected to the crank F by a rod Gr whilst the piston D, E is connected at its portion E by rods H, H to cranks I, I the crank F and the cranks I, I forming part of the driving shaft J and are positioned in opposite relation to each other.

Figure 2 is a similar view to Figure 1 except that the larger diameter E of the piston D, E is eccentric to the portion D and in consequence only one rod H is required connecting the piston D, E with one crank I of the shaft J.

In Figure 3 the construction is as in Figure 2 but showing two sets of cylinders and pistons connected to one crank shaft in such a manner that the pistons of one cylinder move in opposed relation to those in the other cylinder.

Figure 4 is a diagrannnatic sectional elevation of an engine iomprising three double diameter pistons in one cylinder, the greater diameter portions of the pistons being cccentric to the smaller diameter pistons.

In this construction each piston is of two diameters and work off the same crank shaft, the two outside double pistons working together from one crank, whilst the other or centre double pistons works from another crank on the same shaft.

In this construction the two outside double pistons D, E, D E'- are coupled together by the rod K and work in the cylinders BS and AT and the enlarged piston M being of the same size as the smaller diameter piston D and the pistons D E are connected to the crank F by the rod G and work in the diameter AT, whilst the third double piston L, M which is positioned between the other pistons is connected by red M to crank I and works in the smaller portion A and the larger portion S.

The usual inlets P, exhaust port Q and sparking plug R are connected to the working chamber of each cylinder.

Figure 1 represents a two stroke engine and in the position of the pistons as shown, the chamber 1 has its charge under compression and chamber 2 its charge uncompressed. Now on the firing of the charge in chamber 1 the pistons D, E and C will move apart, the piston E compresses the charge in the chamber 2 whilst the spent charge in the chamber 1 is exhausted and a further charge introduced therein and on a completion of the outward movements of the pistons the charge in. chamber 2 will be compressed whilst chamber 1 holds an uncompressed charge. Just at the return stroke of the pistons the charge in chamber 2 is fired and repeat operations take place in reverse order, thus I have two explosions at each revolution of the crank shaft.

Figure 2 represents a single cylinder four stroke engine in which in the position shown the charge is compressed in the chamber 1 whilst chamber 2 has an uncompressed charge. N ow on a firing of the charge in the chamber 1 the pistons D, E and C will move outwards, the piston D, E compressing the charge in the chamber 2.

On the return stroke the gases in the chamber 1 will be exhausted whilst the now compressed charge in the chamber 2 will be fired. On the next outward stroke of the piston, a new charge will enter the chamber 1 whilst the spent charge in chamber 2 will be exhausted. On the next inward stroke of the pistons the charge in chamber 1 will be compressed whilst a fresh charge has been introduced into chamber 2 and the cycle is repeated.

Thus I have a firing stroke at each revolution of the crank shaft.

.In Figure 3 the operation is the same as Figure 2 in each cylinder, but the two cylinders being coupled to one crank shaft I get an explosion in chamber 1 of one cylinder and chamber 2 of the other cylinder at each revolution.

In Figure 4, as a four stroke engine the operation is similar to Figure 2 except that I have two power strokes at one revolution of the crank shaft andone power stroke at the other,that is to say when the firing is taking place inchamber 1 it is also taking place in chamber 3, whilst at the next re volution .of'the crank the firing only occurs in chamber 2 and acts upon both portions D, E and M, L.

As winbe understood the inlet and exhaust are controlled by Valves in anynsual manner, and the connecting rods H,N and K are attached to the pistons in any usual manner, the rods H and N passing through glands in the cylinder and slots in the crank case, while rod K is passed through glands in the cylinder. 7

What I do claim as my invention and desire to secure by Letters Patent is 1. An, internal combustion engine having a crank case, a crank shaft journaled therein, a cylinder of double diameter mounted upon the case with its larger diameter remote therefrom, a single diametered piston mounted in the cylinder adjacent the crank case and connected to the shaft, a double diametered piston mounted in the upper end of the cylinder in the two diametered portion thereof and connected to the crank shaft, whereby two explosive chambers are provided, one between the two reduced diametered portions of the two pistons and the other between the enlarged diametered portion of the piston and the upper end of the cylinder.

2. An internal combustion engine l'iaving a double diametered cylinder, a shaft having a plurality of cranks, three connecting rods. one to each crank, a piston connected to one rod and mounted in the cylinder, :1 double diametered piston mounted with the. smaller portion opposed to the first piston and providing an explosionv chamber therebetween, the larger diametered portion being mounted in the larger diametered portion of the cylinder and providing an explosion chamber therein, said larger diametered portion being also connected to the remaining connecting rods.

In testimony whereof I have hereunto set my hand.

THOMAS DANIEL KELLY. 

